Submarine vessel.



PATENTED JULY 24, 1906.

S. NBVES.

. SU BMARINE VESSEL.

APPLIGATION FILED AUG.9. 1905.

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W/ TNE SSE S:

A TTORNE XS SUBMARINE VESSEL. APPLICATION FILED AUG.9.1905.

a SHEETSSHEET 2. 799 4 Fi E,

A TTORNE Y S PATENTED JULY 24 s. NBVBS. SUBMARINE VESSEL.

APPLICATION FILED AUG.9,1905.

PATENTED JULY 24, 1906.

S. NEVES. SUBMARINE VESSEL.

APPLICATION FILED AUG. 9. 1905.

6 SHEETS-SHEET 4.

ATTORNEYS PATENTED JULY 24, 1906.

S.-NEVES. SUBMARINE VESSEL. APPLIOATION IILED AUG.9.1906.

6 SHEETS-SHEET 5.

' ATTORNEYS No. 826,868. PATENTED JULY 24, 1906.

S. NEVES. SUBMARINE VESSEL.

APPLICATION FILED AUG.9.1905.

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WITNESSES:

I II 4 ATTUHNEYS UNrrEn STATES PATENT OFFICE. SANTIAGO NEvEs, or VALPARAISO, CHILE.

SUBMIARINYE VESSEL.

Specification of Letters Patent.

Patented July 24, 1906.

I To allwhom it mayconcernl:

Be it known that I, SANTIA O Nnvns, a citizen of the Republic of Chile, and a residentof Valparaiso, Chile, have invented a new and Improved Submarine Vessel, of which the 8 following is a full, clear, and exact description.

The purpose of my invention is'to provide a submarine vessel'adapted toconta'in. a sin gle individual, who is kept supplied with atmospheric air from above the water-level and who may have telegraphic or telephonic communication with attendants on the surface of the water, and to provide a simple, economic, and reliable means for propelling the boat ahead, sternward, orv to starboard or port, or up or down, thus enabling-a person to descend to depths unattainable by divers having the ordinary'divers apparatus, and where- 4 by the person in the vessel having absolute control of the vessel can move .in any required direction, the vessel at its bow being provided with suitable bullsey'es, enabling the occupant of the vessel to observe upon all sides of the vessel, as an electric light may be provided within the vessel.

Another purpose of the invention is to provide a vessel especially adapted for submarine explorations or for operatin tools or tackle at points below the water, eing also ada ted to raise heavy articles to. the surface of the water or harness such objects, so that. they may be otherwise raised.

A further purpose of the invention is to so locate the various steerin -levers' or the levers controlling the propel ers that there will be no mistake in the selection of the proper lever, since they are constructed to move only in the directionthat the propellers to which they belong will carry the vessel. Thus the levers controlling the propellers which move thevessel to starboard can be moved 'for that pu'r' ose only to the right, the levers controlling t e propellers for moving the vessel' to port can for'that purpose be moved only to the left, the levers controlling the ascent move vertically.upward,tho'se control-' ling the descent movevertically downward, while the levers controlling the backward movement and the forward movement of the vessel are moved, respectively, in direction of the stern and in direction of the bow.

' Another purpose of the invention is to provide 'aws at the bow or forward end of'the vessel, which jaws are capable of a rotary movement and of an opening and closing bein .tion. .hull embraces a conical front section A menmovement, all the said movements being accomplished by mechanism thoroughly under the control of the person within the vessel.

The invention consists in the novel construction and combination of the several parts, as will be hereinafter fully set forth, and pointed out in the claims.

.Reference is to be hadto the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures. Figure 1 is a side elevation of the improved vessel} Fig. 2 is a front elevation of the same. Fig. 3 is an enlar ed longitudinal sec tion throughthe forwar portion of the ves- 7o sel. Fi 4 is an enlarged vertical longitudinal-sectlon through the after portion of the vessel. Fig. 5 is a diagrammatic view illustrating the arrangement of the air supply and exhaust pipes. Fig. 6 is a sectional plan 7 5 view of the mechanism for throwing the rear propellers into and, out of action and for reversing them. Fig. 7 is a similar view of the gears or throwin into and out of ear the forward, port, an starboard propel ers and also the vertical forward propeller. Fig. 8 is a view of the gears taken on the line 8 8 of Fig. 7, the shaft only being in section; Fig. 9 is a view of the gears taken on the line 9 9' of Fig. 7, the shaft only being in section; and Fig. 10 is a lon itudinal sectional view of.

' the three-way va ve controlling the grippingaws.

The hull of the vessel is cigar or fish shaped,

cylindrical in cross-section but its is iven more or less of a conical formal referably the construction of the hea tioned, a tapering main body-section A, an intermediatetapering body-section A, and a 5 diminishing stern-section A all of which sections are suitabl flanged and bolted togather. The'sai body when necessary is strengthened by bands 10, placed'wherever needed, and at about the central ortion of the hull a ke'el 11 is constructed aving no communication-with the interior of the hull An opening 12 is made in the main bodysection A at its upper portion near its forward end, surrounded by a collar I3, upon which collar a turret 14 is normally bolted. The operator enters the vessel through the said opening 12 when the turret is removed, the turret being again securely fastened before descent is made. Various port-holes 15 no are made in the bow and in the main body sections A and A and in the turret 14, and each port-hole is closed by a lens,16, lighted by any illuminating medium in the interior of the vesselelectric lights, fofexam le.

The arrangement of the port-holes an their lenses is such that the occupant of the vessel can see ahead, up and down, and sidewise.

The conical bow-section A is closed by a bulkhead 17, having a forwardly-extending annular marginal flange 18,- as is shown in Figs. 1 and 3, and a second bulkhead 19 is located where the main and intermediate sections ofthe hull connect, as is shown in Fig. 4,

extending from the bulkhead 17 to the bulkhead 19, and this chamber is to be occupied by asingle individual whose duty it is to dimet the vessel and work jaws at the bow of said vessel and to be hereinafter described.

A couch 20 is erected on the bottom of the chamber B, its foot being at the bulkhead 19, as shown in Fig, 4, and such couch ex tends far enough forward to permit the oper-- ator to operate'various levers located at the forward portion of the said chamber B. The

operator lies face downward upon said couch 20, and the forward end of the couch has an u ward inclination, as is shown in Fig. 3, to e evate the body of'the operator.

A suitable harness 21 is provided for the operator to prevent him slipping from the couch when the vessel assumes diagonal positions, and end bars 22 are secured to the sides 5 of the chamber for the comfort of the occuant.

p I desire it to be understood that I do not confine myself to any particular number of sections in the construction of the hull, nor to any particular way of fastening the sections together.

Where the hull-sections A and A connect a water-tight bulkhead 23 is located, as isshown in Fig. 4, forming a water-tight com- 4 5 and said engine is run by compressed air. A fourth bulkhead or compartment 24 is located in the stern-section A of the hull, asis shown in Fig. 4, dividing said section into two compartments B and B.

An air-supply pipe 25, connected with any i a proved air-compressor above the surface of the Water, is led into the rear portion of the forward compartment B, as is shown in Fig. 5, and is carried downward in engagement with the side of said compartment to the bottom thereof, as is illustrated at 25 in said figure, and by means of a suitable coupling 26 is connected with two branch pipes 27 and 28. Y The branch pipe 27 extends rearwardl and then up along the inside of the com ar ment B, out through the top of the 1111, where it connects with a larger pi e 27 and the latter pipe extends through t e hull and 6 5 is c'onnegted with the engine B.

thus providing a forward main chamber B,

partment B, in which the engine B is located one at each side of the supply-nipple 23, and

at the upper side of the casing 30 two nipples 33 and 34 are provided, which act either one as an exhaust factor according to the direc tionin which the handle 35 of a plug 36, mounted in the casing 30, is turned. The plug 36 is provided with four diagonal channels 37, 38, 39, and 40, as is shown in Fig. 10. The two exhaust-nipples 31 and 32 are connected by a bow-pipe 41, andthe said howpipe, which is an exhaust-pipe, is connected with a main exhaust-pipe 42.; It may be here remarked that airis supplied to the main compartment B through a valve 43 within convenient reach of the occupant of the vessel, which valve is located in the supply-pipe 28, as is shown in Figs. 3 and 5.

The main exhausti e 42 is carried rearward at the bottom 0 t e hull and then upward within the compartme t B' to a connection with a T-fitting 44, also 11 said compartment B, and an automati ally operating valve 45-is connected'with this fitting, which valve will open when the air-pressure is too 5 great in the compartment B to reduce the pressure, thus insuring a constant and uniformair-pressure in the living compartment of the vessel. The fitting 44 is connected with another fitting 46 outside of the hull, being-'lorco cated'at the lower end of the xhaust-pipe 47, that leads to thesurface of the water. This latter fitting 46 is also connected with a branch exhaust-tube48, andsaid tube in its turn is connected with a gooseneck 49, the 1 05 open end of which is in the engine-compartment B, since the exhaust frdm the engine is preferably directinto said com artment.

. A spud-axle 50 is formedlatt ecgntralpop tion of the' forward bulkhead 17, extendin' \r'ro beyond both sides of the said'bulkhea'd; in the. outer tapering end of the said axle-or spindle 50 two annu ar grooves 51 and 52 are made, as is shown in Fig. 3. Also in the-said spindle 50 two channels are produced, ex- I r 5 tending longitudinally thereof from the upper portion of its inner end, one channel 5-1 being in communication with the groove 51 in said spindle and the other channel 52 being in communication with the outer oove 52 in the spindle, as is also shown in ig. 3.

A pipe 53 connects the channel 52 with the upper nipple 33 on the valve-casing 30, and a second pipe 54 connects the channel 51 in the said spindle with the other upper nipple 1 25 34 of said valve-casing 30.

The hub 55 of'a wheel C is mounted to turn on the spindle 50, the said wheel consisting'of -a wide rim-56 and spokes 57, comiectingthe rim-with the hub, and'the rearpog'tion-of-the 1 o the bulkhead 17, as is shown in Fig. 3. This portion of the rim of the wheel C is provided withexterior teeth 58 for a purpose to behereinatter described.

Brackets C are diametrically and oppositely located on the outer portion of the rim 56 of the wheel (3.. These brackets are of like construction, each consisting of an outer forwardly-extendin member 59 and an inner forwardly exten ing but shorter member 60, the two members being connected by a member 61, extending through the inner or bottom portion of the shorter member 60 to the inner face of the outer member 59L In connection with each. bracket C two cylinders 63 and 64 are employed, placed end to end, and at opposing ends of the cylinders ears 62 are formed. The ears of each pair of cylinders are pivoted by the same pivot-bolt 62. between the members 59 and 60 of the brackets C, as is shown in Figs. 1 and 3, both sets of cylinders being shown in Fig. 2. i

The iston rods 63 of the cylinders 63 are pivote by means of suitable pivot-pins 63", to the inner side faces of a jaw C, pivoted to the wheel C in a manner to be heremafter described, and the piston-rods 64" of the opposing cylinders 64 of a pair are ivotally con- 'nected by pivot-pins 64 to t e inner side faces of an opposing jaw C These jaws are adapted to open and close, havin simultaneou's movement to and from eac other, the said movement beingaccomplished by the cylinders 63 and 64 and their pistons.

In order that the action of each of the aws shall be equal notwithstanding that the weight of the lower jaw tends to act to pull it from the upper jaw, I provide the followingequalizing coupling connections between the cylinders of a pair. A link 65 is pivotally attached to the pivot-pin 63 of each pistonrod 63 at the outside of the jaw C, and these links 65 at their opposite ends are pivotally con'ne'tedflo an end of lever-arms 65, ful-. crum'ed centrally between their ends on the outer faces ofthe outer members 9 of the brackets. C. Links 66, corresponding in length to the links 65, are' pi votally attached to the opposite ends of t c said ever-arms 65 and to the pivot-pins 64 of the'pistons 64, the connection being made at the outer sides of the jaws C r The construction ofthe jaws G? and C is best shown in Fig. 2, wherein it will be observed they each consist of a curved or arched front member 67, and the opposing edges of these front members of the 'aws are moreor less convexed and are provi ed with teeth 68, so that when the teeth of one jaw meetthe teeth of, the opposing 'aw at the central ortion of their front mem ems-67 a space will e between the teeth of the two jaws at their front side portions, so as to accommodate the biting qualities of the jaws to articles large and small. from the front members 67, and these side pieces at theirlrear ends are pivotally connected with lugs 70, which-are secured u on the outer portion of the rim 56 of the w eel C.- Finally each jaw is braced by a cross-bar 71, extending from side to side, and a second front bar 71, extending from the front members to the cross-bar 71.

Pipes 72 are carried from the outer ends of the cylinders 63 and 64 and are passed into apertures in the hub55 of the wheel in such manner as to" have communicationwith the circumferential groove or'channel 51 in the spud-axle or spindle 50, and another pipe 73 Side pieces. 69 extend" is carried from the inner end of each cylinder 63 and64. These latter pipes 73 are also passed through apertures in the hub of the Wheel C to a communication with the groove or channel 52 in the said spindle or axle 50.

In 0 crating the jaws when the plug 36 of the va ve B is in the position shown m Fig.

10 the compressed air entering the nipple 29 will pass up through the channel 39 in said plug to the ni ple 34 and out from said nipple, through t e pipe 54-, and into the channel 51 in the axle or spindle 50 and from' thence to the groove 51 in said axle or s indie. The said compressed air will then d its way into the tubes 72 and will be conducted to a point above the piston-head in the cylinders 63 and 64, forcing the said piston-heads inward,'thus drawing the jaws C and C in' direction 'of each "other, and the exhaust air willpass out through the pipes 73, connected with'the inner ends of the cylinders, into the cove 52 in the axle or spindle'50, thence into the channel 52 'in the said axle or spindle, out therefrom through the pipe 53, and the exhaust will then enter the nipple 33 of the valve-casing 30 and pass down through the channel 37 in the plug into the exhaustnipple 31 and from thence into the main exhaustipe 42. It will 'be "observed that when t e plug 36 of the three-way valve B is.

in the position shown-in Fig. 10,01 in a position to effect a closing action of the jaws, the channels 37 and 39 only are brought into ac tion, the alternate channels 38 and 40 being closed; but when the plug 36 is reversed to admit compressed air at the inner ends of the cylinders to force their pistons outward, and consequently open the said jaws and C the channels 37 and 39, which were formerly inaction, are carried out of action,a nd the channels 38 .and '40 are the ones that are brought into service, as is shown b dotted lines in Fig. 10. Consequently t e compressed air 1s carried throughthe channel 38 to the nipple 33, which was formerly the exhaust-nipple, and the nipple 34 becomes the exhaust-nipple, the exhaust assing through the channel40 to the nipp e 32 instead of through the nipple 31, as formerly.

' The jaws are'turned so as to bring their mouth-sections in the most suitable position to grasp an object by means of the following. mechanism or its equivalent, which is under the complete control .of the operator within the vessel: A shaft 74 is journaled at one side of the front section of the vessel, rovided with a pinion 75 .at one end, whic meshes with the teeth 58 of the wheel C, as is shown in Figs. 1 and 2, and at the opposite end of the shaft 74 a bevel-gear 76 is secured, which meshes with a similar gear 77, secured to a shaft 78, which extends into the main compartment B and is turned as desired by an attached crank-handle 79 or by corresponding means.

At the rear end of the rear section A of the hull a ca e 80 is formed, and in the u per portion the hull at the compartment 3 an o ening 81 is made, surrounded by a cage '82,

w 'ch is secured at the upper portion of the hull, as is shown in Figs. 1 and 4. In the side Walls of the same chamber 13 0 posing openings 83 are produced. Within t e cage 80 the propellers are located which are adapted to force the vessel ahead or sternward, and in the cage 82 the rear pro eller is located,

\ adapted to raise or lower t-e vessel at the rear, whileat the openings 83 the rear propellers are located, which give movement to the vessel starboard or port. U

The drive-shaft B from the engine extends through the rear or stern section A of the hull to a point beyond its rear end and within 7 the cage 80. This shaft B is in two sections,

(designated as 84 and 85,) as is particularly the bulkhead 24, a bevel-gear 89 1s loosely mounted on the section 84 of the drive-shaft B and the sa1d gear 89 is made to mesh with beveled gears 90 and 91, mounted to turn on short shafts 92, carried by the frame-arms 86. The cars 90 and 91 mesh with'a bevelgear 93, w ich faces the gear 89. A doubleaced clutch 94 is feathered on the section 84 of the drive-shaft B, having movement to and from the gears 89 and 93'to engage with 'eitherof them and cause either to turn with the section 84 of the said drive-shaft. The clutch 94 is shifted through the mediumof a shifting-fork 95, which is carried by a shaft 96, journaled in suitable bearings in one of the frame members 86, as is shown in Figs. 4 and 6. The gear 93 is secured to a sleeve 97, andJzhis sleeve crosses the two sectipns of the drive-shaft B where they approach each other, as is shown in Fig. 6, and while the .the gear 100.

sleeve 97 is loosely mounted on the section 84 r of the drive-shaft it is made fast to the outer section of said drive-shaft by means of a pin 98 or its equivalent, as is shown in Fig. 6.

The rear end of the sleeve 97 is rendered exteriorly conical and threaded at its outer end, as shown at 99 in Fig. 6, in order to receive a bevel-gear 100, which is fast to the said sleeve and turns with the gear 93. A cross-bar 101, is located to the rear of the gear 100, and the cross-bar 101", is provided with.

cylindrical ends 102, which are loosely mounted in the frame-bars 86, and between said frame-bars 86, upon each end portion of the cross-bar 101, a bevel-gear is mounted to turn, being separated by the body portion of the cross-bar. Thesebevel-gea'rs are 'elesignated as 103 and 104 and are in mesh with The two bevel-gears103 and 104 mesh with a bevel-gear 105, which faces the gear 100, and the said gear 105 is provided with a sleeve 107, loosely mounted on the section 85 of the drive-shaft B as is shown in Fig. 4,

and likewise mounted in a bearing 106,

which extends forward from the rear end of the stern-section A of the hull. The hubof a propeller D is secured to the sleeve 106, and a second propeller is secured to the outer end of the section 85 of the driveeshaft, as shown in Fig. 4. The blades of the said propellers are oppositely'incli'ned, and the propellers turn simultaneously in opposite directions. When the clutch 94 is carried forward, en-' gaging with the forward gear 89 of the chain of-gearing described, motion is imparted to the gear 93 through the gears and 91, turning said gear 93 in an. opposite direction to the direction of rotation of the gear 89, and said gear 93 will turn the-shaft ortion 85. thus rotating the propeller D, attached thereto, and the gear through the medium of the gears 103 and 104 will turn the gear in an opposite direction to the direction of rotation of the shaft, and said gear will cause its attached propeller D to turn in the same direction with it.

The shifting of the clutch 94 is accomplished by securing a crank-arm 108 on the shaft 96, carrying the shifting-fork 95, an, the said crank-arm is pivotally connected with a rod '109, which leads to the forward portion of the main chamber B, where it is connected with a le'ver- 110 Within convenient reach of. the operator. When the lever 110 is pushed forward, the clutch 94 ehig'ages with the gear 89, as has been describe and the propellers act to carry the vessel ahead, and when the lever 110 is carried rearward the clutch 94 is made to engage with the gear 93, and the direction of rotation of both propellers is changed and they act to back the vessel.

With reference to the propeller located at the rear and adapted to either raise or lower the vessel at that point the shaft 111 for this propeller, which propeller is designated as E, is journaled at its upper end in the upper por tion of the cage 82 and-between its ends in suitable bearings 112, extending from a,

bracket 112*, secured to the forward'face of the bulkhead 24 and extending outthrough the drive-shaft B the upper rear opening 81 A bevel-gear 113 is secured to the lower end of the shaft 111, and said bevel-gear 113 meshes with abevelgear 114, secured to the forward section 84 of Therefore the shaft 111' is always in motion while the drive-shaft is u the upper end portion. of which within the] being turned; but the propeller E needbe operated only when desired.,'

cage 82 the hub of the propeller suitably secured.

vA clutch 118 is splined upon the shaft 111 and operates to and from both of the gears .115 and 116 to drive either one or the .other,' and when the clutch is between said gears, neither. of them is driven. When the clutch 118 is in engagementwith the upper gear 116, the propeller E is turned in a direction to cause therear portion of the vessel to rise,

and-when said clutch 118 engages with the lower gear 115 the direction of rotation of the, propeller is reversed andthe'vessel is caused to descend.

It will be understood that an intermediate .bevel-gear 121, suitably. mounted on the occupant.

When the lever 126 is pressed upward, the: clutch 118 engages'with the 11 per ear 116, and the tendency is to ascen bracket 112 engages with both the upper at its opposite end is pivotally attached to a i rod l2 4,which rod 124, as is shown in Fig. 3, is pivotally attached to a -crank-arm 125, connected with a lever 126, suitably fulcrumed in the forward portion ofthe compartment B of the vessel; also within easy reach of the hen the lever 126 is pressed downward,the;clutch 118 engages with the gear 115, and the tendency at the rear portion of the vesselis to descend.-

It will beunderstood that the rear verticallyacting propeller controls the rear portion only of the vessel, another propeller being provided v This upper gear 116 is provided at the forward portion of the vessel to raise and lower-said forward portion,'which latter propeller is to be hereinafter described. With reference to the rear propellers F, which are adapted to carry the vessel to port or starboard, as desired, a vertical shaft 127 is carried down through the bottom portion of the stern-section A of the hull into a ocket 128, attached'to the hull, as shown in *ig. 4, anda bevel-gear 129 atthe upper end of this shaft meshes with the gear 114,fast on the section 84 of the driver'shaft B The said shaft 127 1 is journaled in suitable bearings 128 within the hull, a second bearing 128 being located below the hull. A bevel gear 130 is secured to the lower end of the shaft 127, and this gear 130 meshes with a bevel-gear 131 on the rear end of what I term a keel-shaft 133, as said shaft passes into a channel 134 in the keel 11, and the rear end of theshaft 133, or thatc'arrying the gear.

131, is located within the pocket 128, being mounted to turn in a suitable bearing 133. The'said shaft 133 is also provided'within the pocket 128 with a second bevel-gear 132 and this second bevel ear 132 meshes with the bevel-gear 135, w -ch is fast on avertical shaft mounted to turn in a vertical bracket 136, secured to the bulkhead 23 within the compartmentB and at the upper end of this shaft a. bevel-gear 137 is secured. A propeller-shaft 138 is journaled in suitable bearings l39, also secured to the bulkhead 23 and said propeller-shaft138extends to the openings 83 in the hull, and-at said openings the propellers F arev secured to the ends ofsaid shaft 138, Opposing gears 140 and 141 are loosely mounted on the propeller-shaft 138 at aboutthe central portion of said shaft, and between these two gears a. double-faced clutch 142 is mounted to slide on the shaft, the. clutch havin a feather connection with said shaft 138. he clutch 142 is'adap ted to engage with either the gear 140 or the gear 141, so as to turn the shaft in a direction to move the rear of the vessel to starboard or to move the rear of the vessel to port, and said clutch 142 is operated through themedium of a fork 143, which is attached to the upper end of a shifting-shaft 144, mounted in the bracket or bearing 136, as is also shown in Fig. 4. This shaft 144 is provided with a crankarm 145 at its lower end. I The crank-arm 145 is attached to a rod 146, which is outside the hull of the vessel and is connected with a lever 147, suitably mounted at'the bottom portion of the forward part of the chamber B within convenient reach of the operator, as is shown in Fig. 3. When the lever 147 is moved to the right, the clutch is carried in engagement with the ri ht-hand gear 140 tocarry the vessel to star oard, and when the lever 147 is moved to the left the clutch is made to engage with the gear 141 (shown in Fig. 1) in or erto carry the-vessel to port.

IIO

The preferred connection between the rod 146 and the lever 147 is best shown in Fig. 3, wherein it will be observed that the lever is attached to a vertical shaft 148, which extends down throu h suitable bearings through the bottom of the ull, which shaft is provided at its lower end with a crank-arm 149, to

which the forward end of the said rod 146 is pivotally attached.

I desire it to be understood that horizontally-located side propellers are also employed at the forward portion of the vessel to direct such portion to the right or to the left and that these side pro ellers may be employed as steering-prope ers.

The keel 11, as is indicated by dotted lines in Fig. 1, is divided into three compartments,

two end compartments a and a and a central com artment 0?. The end compartments are weig ted by added metal of any description; but the central compartment is preferably preserved to contain water, and means will e providedas, for example, a sea-cock for em tying the central compartment when desired The keel acts to impart stability to the vessel and to enable it to dropreadily toward the bottom, and the addition ofthe Water in the central compartment a will make the descent much more rapid, and by discharging the water the ascent can be more readi y made.

The keel-shaft 133 is shown in two parts connected by a coupling 150; but said shaft may be made in one piece up to a point at the forward portion of the vessel, i desirable.

Provision is made in all the compartments ofv the keel for the passage of the shaft 134, and

suitable bearings 151 are also provided theresection A of the she for.

The forward end of the shaft 133 has a a, bevel-gear 157 on the end of a vertical shaft 158, which is held to turn in a tubular bearing 159, extending from top to' bottom of the forward section A of the hull, and at the upper end of the shaft 158 a propeller E is secured, located within the cage 160 ,erected upon the upper ortion of said forward ll, and this propeller E "imparts a vertical. movement up or down to the forward end of the vessel, acting the same manner as does the rear propeller E.

The ear 152 is connected by a sleeve 161 with a e'vel-gear 162, turning loosely on the shaft 133, as isshown in Figs. 3 and 7, and this gear forms a ortion of the shifting and transmitting mec anism for revolving the ceases V propeller E in a direction to carry the for ward portion of the vessel upward or downward. The gear 162 meshes with a side gear 163, and the spindle of this side gear is mounted to turn in a hanger 164, extending downward from the bottom of the hull-section 'A, as is shown in Fig. 8. An opposing side ear 165 is likewise employed, and the spinrfie of this latter gear is mounted to turn in a hanger 166, also extending down from the bottom of the hull-section A. The two gears 163'and 165 are in mesh with the gear 162, and a fourth gear 167 is employed, likewise loosely mounted on the shaft 133. The gear 167 faces the gear 162. A double-faced clutch 168is mounted to slide on theshaft 133 and turn therewith between the gears 162 and 167, being adapted for locking engagement with either. A hearing bottom of the hull-section A between the hangers 164 and 166, and in this bearing a shaft 171 is mounted to turn, which, shaftis provided with arms 170, which extend downward and en age with the clutch 168 for the urpose of s 'fting the same when desired. he shaft 171 is provided at its outer end with a crank-arm 172. This crank-arm 172 is attached to a link 173, which, as shown in Fig. 2, extends u alongside the outer face of the bow-section endis pivotally attached to a crank-arm 174, which is secured to a shaft 17 5 and this shaft extendsinto the main compartment B of the vessel, as is shown in Fig. 3,- and is provided with a suitable lever-handle 176. When this lever-handle 176 is moved upward, the clutch 1.68 is shifted to cause the propeller E to turn in a direction to carry the vessel. upward, and when said lever-handle 17 6 is carried downward the clutch 168 operates, in connection with the chain of gearing described, to turn the ropeller E in a direction to carry the vessel ownward.

With relation to the mechanism for drivin the forward side propellers F, which proe lers are for the purpose of carrying the 'orward portion of the boat to ort or to starboard, as desired, a gear 177 is oosely mounted on the shaft 133 adjacent to the gear 167 belonging to thepropellim mechanism for the propeller E. A secon gear 17 8,facing the gear 177, is also loosely mounted on the shaft 133, and two side gears 183 and 184 are also employed, meshing with the gears 177 and 178. The gear 183 is mounted on a shaft 181, which is journaled in a suitable hanger 179,.as is shown in Figs. 7 and 9, and at the outer end of thisshaft one of the afore said propellers F is secured. The opposing side ear 184 is secured on a shaft 182, alining the s aft 181, and the shaft 182 is mounted to turn in a han er 180, as is also shown in Figs. 7 and 9, and the other side propeller. F issecured to the outer end of this shaft. 1.82.

of the hull and at its upper 169 is secured to the A clutch 185 is mounted to slide on the shaft 133 and turn therewith, the clutch be- 1 best illustrated in-Fi 9, wherein it will be hangers 179 and 180, and a bar 189 is con observed that aralle arms 186 are carried upward from t e hub 187, which arms are provided with pins to enter the annular groove in the said clutch. One of the arms 186 is much longer thanthe other. 7

The hub 187,-to which the arms 186 are attached is mounted to turnon a shaft 188, which is-located in the lower ends of the nected with the upper end ofthe longer shifting-arri 186. This rod 189 is pivotally connected with a crank-arm 190, which is below the bottom of the vessel, as is shown in Fig.

3, and saidcrank-arm 190 is attached to the lower end of a shaft 191, whichextends u' into the'main compartment'B of the vesse At the upper end of this shaft' 191 a leverarm 192 is secured When this lever-arm v 192 is moved to. the right,"the clutch 185'is brought into operation to cause the train of gearing just described to turn thepro ellers in a direction to carry the vessel to star oard, and When'the lever-arm 192 is carried to the left the train of gearing will operate to turn the propellers in a manner to carry the vessel to port. It will be understoodthat as there are two ropellers on diflerent shafts and operated y the same train of gearing the blades of the site directions.

, The side propellers F" and the train of gearing. immediately associated therewith are protected by a semicircular housing 193,

em open at its ends, as is shown in Figs. 1, 2, and 3, and the group of intermeshing gearing which operates the forward propeller E and the gears on the shaft 133 near said train of gearing are protected by a, shield 194, securedlikewise to the bottom of the vessel, as is also shown in Figs. 1, 2, and 3. A'third shield 195 is attached to the bottoni'of'the vessel to protect the gears 156 and 157, as is shown in the same views of the drawings.

In order to lower thevessel or toraise it, chains 197 are attached to lugs 198 at the central side portion ofthe hull,.and these chains at each side are connected with a single chain 199, which is carried up to the windlass or other a proved winding device.

It is contemplated to provide means for establishing direct communication with persons at the surface of the water, and this can be done by extending into the vessel a pliable speaking-tube, or a telephone 200 may laced in the compartment. B, as is shown he. in *ig. 3, having suitably-wired connection propellers are twisted in oppowith a receiver at the surface of the water or at any point distant from the vessel. It will be understood that telegra hic communication may be supplied, if so esired.

It is obvious that a vessel constructed as above described is thoroughly under the command of the individual it carries and that the individual can operate, the jaws to grip any object in a satisfactory manner and to operate any tools which may be required to pry an object or to set tackles, &c., and that by reason of the lenses and the manner in which they are placed the operator has a full view of his surroundings on all sides, in front of and above and below the vessel. Furthermore, it is obvious that by reason of the arrangement of hand-levers and the particular arrangement of the gearing and. propellers the vessel may bemade to rise or fall board, as desired, and that the forward and downward movements and the side moveout the vessel, or such movements can be ac complished at the stern 'or at the bow of the vessel, as. occasion may demand,-to raise the Having thus described myinventiotn, claim as new and desireto secure by Letters Patentjaws from the inside of the"vessel,' which means include independent cylinders for the -jaws, fi1lcrum ed couplings betweenthe pis ton-rods of the cylinders, and valves controlling the passage of air to the cylinders andtne exhaust of' air therefrom.

2. In submarine vessels, ahull, 'jaws hinged atthe forward end of t-he'hull, lenses tom of its sides' adjacent to the bow, which lenses are to the rear of the jaws, individual cylinders ,for the jaws, fulcrumed couplings for the piston-rods of the cylinders, and

tons of the cylinders simultaneouslyin opposite directions to simultaneously open and close the jaws, a support for the jaws mounted to revolve uponthe hull, and devices operated from within "thevessel for rotating said support. a

3. Ina submarine vesseha hull, a rotatable factor mounted at the front of the hull,

inders in pairs carried by. the said rotatable factor, piston-rods for the cylinders, the rods for each pair of cylinders bein pivotallyconnected with the jaw, a control ing-valve comcated within the vessel for admitting air to the controlling-valves and rmitting exhaust therefrom, and devices or rotating the or go ahead or back'or move to port or starbow only of the vessel or only the stern of it.

1. In submarine vessels, a hull, jaws at thev bow portion oflthe: hull, an equalized pneu matic means for opening and closing the said at the bow of the hull andat thetop and bet means for pneumatically operating the pisjaws hinged to the said rotatable factor, cylmon to all of the cylinders, and means 10- i ments may be bodily'accomplished through- I l u support for the jaws, which devices are also operated from within the vessel.

4. In Submarine vessels, a hull, jaws hinged at the forward end ofthe hull, cylinders in pairs pivoted to the front of the hull I between the jaws, the piston-rodsof the cylinbetween the aws, the piston-rods of the cylinders being pivotally connected with the aws, a source of compressed-air supply, means located in the vessel for regulating said supply of air, which means areprovided with supply and exhaust channels, connections between said channels and the upper and lower ends of the cylinders and an equalizing device'for the jaws an cylinders, comprisin a lever-arm pivoted at its center to the hu 1 at a oint between the op osing ends of thecylind ers of a pair, and 1m s of equal length pivoted to the jaws at their(points ofconnection with the piston-rods an pivoted at their opposite ends; to t-he opposite end of the lever-arm.

6. Insubmarine vessels, the-combination with -the forward end of the hull, a spindle extending outwardly therefrom, haviuannular peripheral grooves, and channels eading-from its inner end to the grooves, the innerend of the s I indle being within the -hull, a three-way coc having two upper openings connected with said channels and two lower connected exhaust-openings and an intermediate supply-opening, a compressed-airsupply pipe connected with'the supply-openmg, an exhaust-pipe connected withthe eX- haust-openings, and atoothed'wheel mounted to turn on thesaid spindle, and means for turning the wheel from Within the vessel, of jaws hinged to the said'wheel, cylinders arranged in pairs, the pistons of which cylinders are pivoted to the jaws, and pipe connections between the annular grooves ofthe said spindle and the outer and. inner end portions of the cylinders.

In testimony whereof I :have signed my name to this specification in the presence ofv two -subscribing witnesses.

SANTIAGO NEVES.

Witnesses:

GEORGE HUeHEs, J. FRED. AoKER. 

